Electromechanical derailleur

ABSTRACT

An Actuating device for a bicycle is provided. The actuating device may include a static element which is positionally fixed in relation to a bicycle frame, a movable element which is movable in relation to the static element, an electromechanical drive which provides drive force for a movement of the movable element. The electromechanical drive has a motor and a gearing driven by the motor. The gearing may include a first gearing wheel and a second gearing wheel which is in engagement with the first gearing wheel.

This application claims priority to, and/or the benefit of, Germanpatent application DE 10 2018 207 493.3 filed May 15, 2018, the contentsof which are incorporated herein in their entirety.

FIELD OF INVENTION

The invention relates to actuating devices for bicycles, to methods forcontrolling actuating devices for bicycles, and to methods for settingsuch actuating devices.

BACKGROUND

An electromechanical actuating device for a bicycle in the form of anelectrical shift mechanism is known for example from US 2015/0111675 A1and comprises an element to be fastened to the bicycle frame, an elementmovable relative to the former element, and an electromechanical drive,which moves the movable element in relation to the static element inorder to set a desired shift stage. The electromechanical drive isoperated by means of a motor-gearing arrangement which reduces therotational speed of an electric motor and provides this to a gearingoutput shaft for moving the movable element. For reliable setting of thesetpoint position of the movable element, a position detection device isprovided which, in the form of an electromagnetic rotation sensor,determines the rotational position of a position detection wheel thatmeshes with the gearing output shaft. In order to reduce inaccuracies inthe detection of the rotational position owing to play between theposition detection wheel and the gearing output shaft, the positiondetection wheel is additionally in engagement with a bracing wheel,which is continuously preloaded in a direction of rotation by a torsionspring. Irrespective of a direction of rotation of the gearing outputshaft, the position detection wheel is thus always in abutting contactwith the same tooth flanks. A disadvantage of this construction is thatthe force of the torsion spring is dependent on the rotational positionof the bracing wheel, and the bracing force which is configured foroptimum operation acts only at a particular rotational angle or over asmall rotational angle range. By contrast, at the start and at the endof the rotational angle range, the bracing force of the torsion springis either too low, such that the play reduction is no longer reliablyensured, or is too high, such that the torsion spring has too great aninfluence on the output torque of the gearing.

A further challenge in the design of electromechanical actuating devicesfor bicycles lies in the design and positioning of the gearing elements,in particular of the stepped toothed wheels installed therein. In thecase of the known solutions, at least a relatively small one of the twotoothed wheels of the stepped toothed wheel, also referred to as“pinion”, is formed in one piece with the gearing shaft. In order tosatisfy increasing demands on the torques to be transmitted, there isnow a demand to use hardened toothed-wheel stages. Here, there ishowever the problem that hardening of the pinion together with itsgearing axle leads to hardening distortion in particular in the case ofrelatively long axles, and the positioning accuracy of the gearingshafts is impaired. Furthermore, previous stepped toothed wheels placerelatively high demands on the position of the bearing arrangement ofthe mounting of the gearing axles in the associated rotary bearings.

The assembly of conventional gearings for electromechanical actuatingdevices for bicycles is furthermore made more difficult by the fact thatthe position of the output shaft of the motor must be coordinated veryaccurately with the position of the input element of the gearing. Thismay be a problem in particular if, in accordance with the constantdemand for a reduction in weight of bicycle components, a plasticsmaterial is used as material for the housing, because screw connectionsfor the fastening of motor or gearing components to the housing harbourthe risk that the exact position of the elements is dependent on thetightening force of the screws. Such screw connections between metal andplastic furthermore have a tendency to distort or loosen over time.

A further electromechanical actuating device is known from DE 42 12 320A1. This actuating device, too, comprises a static element to befastened to the bicycle frame, an element which is movable in relationto the static element, and an electromechanical drive, which providesdrive force for a movement of the movable element. Here, the actuatingdevice is part of an electromechanical shift mechanism for settingdifferent shift stages of a derailleur system. To prevent damage to theelectromechanical drive in the event of a blockage of the movableelement, the known actuating device is configured to identify such ablockage and shut off the motor current. To prevent overloading ofgearing and motor, it is furthermore possible for an overload clutch tobe used which shuts off the force flow from the motor to the movableelement if a predetermined overload torque is exceeded at the overloadclutch.

In practice, it has been found that, for a satisfactory operation of anelectromechanical actuating device of said type, extremely accuratecoordination between the maximum motor current, the overload torque andthe time of the shutting-off of the motor current must be implemented inorder to achieve the desired effect of preventing damage. If theoverload torque is set to be too high, then very intense loading ofmotor and gearing occurs in the event of a blockage of the movableelement. If the overload torque is set to be too low, then overlyfrequent erroneous activation of the overload clutch occurs, along withboth functional impairment of the actuating device and excessivegeneration of noise. Furthermore, the measurement of the motor currentin order to detect a blockage state is relatively complex.

The electromechanical actuating device known from DE 42 12 320 A1furthermore has a trim function for the setting and readjustment of thealignment between shift mechanism and pinion assembly. In particular inthe case of shift mechanisms with a large number of shift stages, exactpositioning between shift mechanism and pinion assembly is of crucialimportance for setting of the respective shift stages without rubbing.For this purpose, the trim function of the known control device permitsthe displacement of the shift positions by a particular amount of trimin order to compensate for manufacturing tolerances of the shiftassembly or deviations between different frame models and differentpinion assemblies. The known actuating device thus realizes the sametrim function as is also already known from purely mechanicallyoperating shift mechanisms by means of the setting of a length of theshift cable.

Although it is possible with the known trim function to achieve acoordination between the position of the shift mechanism and theposition of the pinion assembly, it has nevertheless been found that, inparticular with an increase in the number of shift stages, there isstill a demand for improvement of the shift accuracy, and, in certainconfigurations, “rubbing” of a shift stage is difficult to prevent. Afault-free shift can therefore be attained only with a combination of aparticular shift mechanism type and an associated pinion assembly.However, in the event of deviations from the ideal situation, forexample owing to the use of other components or else owing to a bentderailleur hanger, owing to tolerance deviations of the frame, owing totolerance deviations of the pinion assembly or owing to tolerancedeviations of the shift mechanism, precise shifting of all shift stagescan no longer be attained to the desired degree by means of the knowntrim functions.

A further difficulty in the setting of the shift positions by means ofthe conventional trim function arises with an increase in the number ofshift stages correspondingly to an increase in the number of pinions inthe pinion assembly, for example an increase of the number of pinionsfrom conventionally approximately five to seven to ten or more, forexample twelve pinions. A corresponding axial enlargement of the pinionassembly and thus of the distance between lowest shift position andhighest shift position leads to particularly intense skew of the chainbetween the front sprocket and the pinion assembly in the lowest andhighest shift positions. The skew of the chain exerts a force in anaxial direction on the chain guide wheels of the shift mechanism andthus exerts load on the shift mechanism in one direction, which opposesprecise setting of the shift positions. Owing to these forces, the shiftmechanism therefore does not reach the desired setpoint positions in thehighest and lowest shift stages, consequently resulting in rough chainrunning, rough shifting, running noises in these shift stages, andpossibly even inadvertent shifting.

It is generally an object of the present invention according to theaspects discussed below to specify actuating devices and associatedmethods which address one or more of the above-stated disadvantages ofthe prior art and highlight corresponding ways of improving such devicesand methods.

SUMMARY

In an embodiment, an actuating device for a bicycle is provided. Theactuation device, such as a gear changer or derailleur, for the bicycleincludes a static element which is arranged positionally fixed inrelation to a bicycle frame. The actuation device also includes

-   -   a movable element which is movable in relation to the static        element, and an electromechanical drive which provides drive        force for a movement of the movable element, wherein the        electromechanical drive has a motor and a gearing driven by the        motor. The gearing may include a first gearing wheel and a        second gearing wheel which is in engagement with the first        gearing wheel. The second gearing wheel may include two partial        wheels each with the same number of teeth, which partial wheels        are both simultaneously in engagement with the first gearing        wheel. The partial wheels may be rotatable about the same axis        of rotation and are preloaded relative to one another by a force        in a direction of rotation about the axis of rotation.

In an embodiment, an actuating device for a bicycle is provided. Theactuation device, such as a gear changer or derailleur includes a staticelement which is arranged fixedly in relation to a bicycle frame, amovable element which is movable in relation to the static element, andan operating device which permits the selection of a desired shift stagefrom a multiplicity of available shift stages and which is configuredfor moving the movable element into a shift position corresponding tothe selected shift stage. The actuating device may also include a trimdevice which permits an adjustment of the shift positions assigned tothe shift stage. The trim device may be configured to, for at least twoshift stages, adjust the assigned shift positions by different amountsof trim.

In an embodiment, an actuating device for a bicycle is provided. Theactuating device, such as a gear changer or derailleur includes a staticelement which is configured to be arranged positionaly fixed relative toa bicycle frame, a movable element which is movable in relation to thestatic element, an electromechanical drive which provides drive forcefor a movement of the movable element. The actuating device also mayinclude an electronic control device in which, for a multiplicity ofshift stages, in each case for each shift stage, there is stored atleast one shift position parameter which corresponds to a shift positionof the movable element in the respective shift stage, wherein thecontrol device is configured to, in reaction to a shift stage selectionsignal which represents a shift stage to be set, activate theelectromechanical drive on the basis of the shift position parameter ofthe shift stage to be set such that the movable element reaches theshift position. The actuating device may also include a trim deviceconfigured such that at least one of the shift position parameters canbe changed independently of all of the other shift position parametersat the instigation of a user.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be discussed in more detail below on the basis ofembodiments and with reference to the appended drawings, in which:

FIG. 1 shows an overall view of a bicycle according to a firstembodiment,

FIG. 2 shows a view of a rear shift mechanism of the bicycle of thefirst embodiment in a state installed on the bicycle,

FIG. 3 shows a perspective view of the shift mechanism of the firstembodiment,

FIGS. 4-6 show various perspective views of the shift mechanism of thefirst embodiment, wherein some components of the shift mechanism havebeen omitted for the purposes of the illustration,

FIG. 7 shows an exploded view of a part of the shift mechanism of thefirst embodiment,

FIG. 8 shows a battery of the rear shift mechanism of the firstembodiment,

FIGS. 9-12 show perspective illustrations of the lower gearing housingpart, illustrating the step-by-step installation of a motor carrier andof a motor of the embodiment,

FIGS. 13-14 show perspective views of a lower gearing housing part andof the motor and of a gearing of the actuating device of the embodiment,wherein individual elements have been omitted for the purposes of theillustration,

FIG. 15 shows a perspective view of a position detection deviceaccording to the embodiment of the invention,

FIG. 16 shows a cross-sectional view of a second gearing wheel of theembodiment in a sectional view which encompasses the axis of rotation,

FIG. 17 shows a perspective view of a stepped toothed wheel of theembodiment of the invention,

FIG. 18 shows a block circuit diagram of an electronic control deviceaccording to the embodiment of the invention,

FIG. 19 shows a flow diagram showing a method for the control of theactuating device of the embodiment,

FIG. 20a shows a travel-time diagram illustrating actuating movement ofa movable element of the embodiment,

FIG. 20b shows a voltage-time diagram illustrating a motor voltage ofthe motor of the embodiment during an actuating process,

FIG. 21 is a schematic illustration of a front chain wheel, of anactuating device according to the embodiment and of a pinion assembly,

FIG. 22 shows a shift table for the actuating device of the embodiment,

FIG. 23 shows a flow diagram illustrating a method according to a firstvariant for the trimming of the actuating device of the embodiment,

FIG. 24 shows a flow diagram illustrating a method according to a secondvariant for the trimming of the actuating device of the embodiment,

FIG. 25 shows a flow diagram illustrating a method according to a thirdvariant for the trimming of the actuating device of the embodiment.

DETAILED DESCRIPTION OF THE DRAWINGS

It is a first object of the invention to provide an actuating device fora bicycle, which comprises an electromechanical drive with a motor andwith a gearing, wherein particularly precise and reliable operation ismade possible by means of increased position accuracy between theelements of the drive.

According to a first embodiment, the above-stated first object isachieved by means of an actuating device for a bicycle, comprising astatic element which is arranged positionally fixed in relation to abicycle frame, a movable element which is movable in relation to thestatic element, an electromechanical drive which provides drive forcefor a movement of the movable element, wherein the electromechanicaldrive has a motor and a gearing driven by the motor, wherein the gearingcomprises a first gearing wheel and a second gearing wheel which is inengagement with the first gearing wheel, wherein the second gearingwheel comprises two partial wheels each with the same number of teeth,which partial wheels are both simultaneously in engagement with thefirst gearing wheel, wherein the partial wheels are rotatable about thesame axis of rotation and are preloaded relative to one another by aforce in a direction of rotation about the axis of rotation. It is to benoted here that, in the context of the present disclosure, “gearingwheels” are preferably to be understood to mean toothed wheels.Individual gearing wheels could however perform the functions describedherein even without tooth engagement, for example by means of frictionalengagement, such that non-toothed wheels of said type are also regardedas gearing wheels.

According to an embodiment, the second gearing wheel thus has twopartial wheels with the same number of teeth, which partial wheels arepreloaded relative to one another and are simultaneously in engagementwith the first gearing wheel. Those teeth of the two partial wheelswhich are presently in engagement with the first gearing wheel arepressed by the force in the direction of opposite tooth flanks of thefirst gearing wheel, and bear against said tooth flanks without play.Irrespective of the direction of rotation of the first gearing wheel,therefore, the teeth of the two partial wheels are always in play-freeengagement with the respective tooth flanks of the first gearing wheel.As a result, an accuracy of the rotational position of the secondgearing wheel can be increased independently of the rotational positionof the first gearing wheel.

The force between the two partial wheels may be generated by means of aforce-generating device which is arranged functionally between the twopartial wheels so as to be supported at one side on a first partialwheel of the two partial wheels and supported at the other side on asecond partial wheel of the two partial wheels. The force-generatingdevice may in particular be an elastic device, for example a torsionspring. By contrast to the prior art, an elastic device of said type isthen however not supported on a fixed component, but rather generates arelative force between the two partial wheels in order to preload thepartial wheels in opposite directions of rotation.

Since the partial wheels are preloaded relative to one another, buttheir relative positions with respect to one another substantially donot change during a rotation of the second gearing wheel or of the firstgearing wheel, the force which preloads the partial wheels relative toone another is independent of a rotational position of the secondgearing wheel. As a result, a reliable reduction in play can be achievedin every rotational position of the second gearing wheel, and the forcecan be configured so as to substantially not influence the torque at thefirst gearing wheel.

In one embodiment, a first partial wheel of the two partial wheels maybe mounted with a predetermined first radial play relative to the axisof rotation and a second partial wheel of the two partial wheels may bemounted with a predetermined second radial play, which is smaller thanthe first radial play, or without radial play, relative to the axis ofrotation. The first partial wheel, which is mounted with (a relativelylarge degree of) play, is then capable of adopting a slightly eccentricposition in relation to the axis of rotation in order to move into adeviating position relative to the second partial wheel not only in adirection of rotation but also in a radial direction, and furthereliminate a degree of flank play relative to the first gearing wheel.Here, it is envisaged in particular that the radial (relatively largedegree of) play of the first partial wheel is also controlled by meansof a force, for example by means of a force of the same force-generatingdevice that also preloads the relative rotation of the two partialwheels with respect to one another.

The (relatively large degree of) radial play of the first partial wheelmay be realized in particular by virtue of the two partial wheels beingmounted on a common gearing shaft, wherein a diameter of an axialportion of the gearing shaft on which the first partial wheel is mountedis smaller than a diameter of an axial portion of the gearing shaft onwhich the second partial wheel is mounted. In this embodiment, it ispossible in particular for both partial wheels to be structurallyidentical, such that cost and assembly outlay is reduced. Alternativelyor in addition, it would however be possible for the diameter of acentral opening, which receives the gearing shaft, of the first partialwheel to be larger than a diameter of a central opening, which receivesthe gearing shaft, of the second partial wheel.

In a further embodiment, the actuating device comprises a positiondetection device for detecting a present rotational position of thefirst gearing wheel of the gearing, wherein the second gearing wheel ispart of said position detection device. In particular, the secondgearing wheel may bear a sensor element of a rotational position sensor,or the position detection device may comprise a third gearing wheelwhich is in engagement with the second gearing wheel, in particular withboth partial wheels of the second gearing wheel, and which bears asensor element of a rotational position sensor. Through the use of thesecond gearing wheel which comprises a first and a second partial wheel,such that a degree of play between the first gearing wheel and thesecond gearing wheel is reduced in the manner described above, anaccuracy of the position detection can be significantly improved. Inparticular, the position in accuracy resulting from the play can beeliminated.

According to a second embodiment, the above-stated first object isachieved by means of an electromechanical actuating device for abicycle, comprising a static element which is arranged positionallyfixed in relation to a bicycle frame, a movable element which is movablein relation to the static element, an electromechanical drive whichprovides drive force for a movement of the movable element, wherein theelectromechanical drive has a motor and a gearing driven by the motorand wherein the gearing has at least one stepped tooth wheel with atleast two coaxial toothed wheels with different numbers of teeth,wherein the two toothed wheels of the stepped tooth wheel each have acentral opening into which a gearing shaft is inserted.

According to the second embodiment, it is thus the case that bothtoothed gears of the stepped toothed gear are formed separately from thegearing shaft. Here, the two toothed gears may in turn likewise beformed as separate components, which are in particular fastened to oneanother, or formed integrally with one another. The separate formationof the toothed wheels and of the gearing shaft makes it possible for therespective elements of the stepped toothed wheel to be designed andconfigured in a manner respectively adapted to their intended use.Accordingly, it is possible for the material of the gearing shaft tohave a relatively low hardness in order to prevent hardening distortion,in particular in the case of relatively long gearing shafts, whereas thematerial of the toothed wheels may have a relatively high hardness inorder to be able to reliably transmit even relatively high torques withlittle wear. It is furthermore envisaged that at least one of the twotoothed wheels is held rotatably on the gearing shaft, preferably thatboth toothed wheels are rotatable. The rotational forces of the gearingare thus not introduced into the gearing shaft, such that inexpensiverotationally fixed installation of the gearing shaft is possible.

According to a third embodiment, the above-stated first object isachieved by means of an actuating device for a bicycle, comprising astatic element which is arranged positionally fixed in relation to abicycle frame, a movable element which is movable in relation to thestatic element, an electromechanical drive which provides drive forcefor a movement of the movable element, wherein the electromechanicaldrive comprises a housing and a motor fastened in the housing, whereinthe actuating device furthermore has a motor carrier, wherein the motorcarrier has first fastening means for the fastening of the motor carrierto the housing and has second fastening means which are separate fromthe first fastening means and which serve for the fastening of the motorto the motor carrier.

Through the provision of a separate motor carrier and separate fasteningmeans firstly for the fastening of the motor carrier to the housing andsecondly for the fastening of the motor to the motor carrier, it ispossible to improve the position accuracy of the motor in relation tothe housing and at the same time facilitate the installation of themotor. Accordingly, the first fastening means may be adaptedspecifically to the material of the housing in order, for example evenin the case of a housing formed from relatively soft material, to ensureprecise and stable positioning, whereas the second fastening means maybe configured for simple and reliable installation of the motor.

In a preferred embodiment, the first fastening means may be realized byvirtue of the motor carrier being at least partially embedded into, inparticular formed into, the material of the housing. For this purpose,the motor carrier may for example have special projections and/orapertures which ensure particularly secure positive locking hold in thematerial of the housing. Alternatively or in addition, a screwconnection or an adhesive connection may be used as first fasteningmeans.

The housing is preferably formed from a plastics material for thepurposes of reducing weight. The motor carrier may then be formed forexample from metal in order to permit simple and accurate installationof the motor on the motor carrier, for example by means of a screwconnection.

It is a second object of the present invention to provide an actuatingdevice for a bicycle and a method for controlling or adjusting anactuating device for a bicycle, which, in the event of a malfunction, inparticular owing to external mechanical influences, ensure anappropriate reaction of the actuating device and prevent damage oroverloading of the actuating device.

According to a fourth embodiment, the above-stated second object isachieved by means of a method for controlling an actuating device for abicycle, wherein the actuating device comprises: a static element whichis arranged positionally fixed in relation to a bicycle frame, a movableelement which is movable in relation to the static element, anelectromechanical drive which provides drive force for a movement of themovable element, and a fault detection device which detects a faultrelating to the movement of the movable element, wherein the method hasthe following steps: generating a first drive control signal, in orderto drive the electromechanical drive with a first level of drive power,if the fault detection device detects no fault, and generating a seconddrive control signal, in order to drive the electromechanical drive witha second level of drive power, if the fault detection device detects afault, wherein the second level of drive power is lower than the firstlevel of drive power but is greater than zero.

According to the fourth aspect, it is thus the case that the motorcontinues to be operated with a reduced drive power, in the event of afault being detected. It is thus firstly possible to avoid overloadingof the motor or of the gearing, by virtue of the drive power beingreduced. Secondly, the second drive power is however greater than zero,such that the actuating device continues the attempt to perform thedesired actuating process. Thus, if only a temporary impairment of thefreedom of movement of the movable element occurs, the desired movementcan nevertheless be performed without the rider having to give anotheroperator control command.

It is to be noted here that actuating devices are generally designedsuch that the drive power prevailing at the electromechanical drive isconsiderably higher than the power presently required for a movement ofthe movable element. In this way, it is ensured that a fast and reliableactuating process is ensured even if the friction forces within theactuating device are increased as a result of wear or fouling. Theembodiment utilizes this clearance in order, even after detection of afault, to maintain a reduced second drive power for a period of time andcontinue to attempt to nevertheless still perform the desired actuatingmovement. During this time, the actuating device is however notsubjected to excessive loading. Only if the fault endures for arelatively long period of time can a complete shutting-off of the drivepower and notification of a fault occur.

The detection of a fault may be performed on the basis of a signal froma position detection device. For example a gearing of the electricmechanical drive may have a rotational position sensor which detects arotational position of one of the gearing wheels of the gearing.According to the method of the fourth embodiment, a fault may bedetected if the position detection device identifies that, despite thepresence of drive power, no movement of the electric magnetic drive orof the movable element occurs.

The second drive control signal is preferably generated, in order toreduce the drive power to the second drive power, after the expiry of afirst time period after the identification of a fault. In a furthervariant, the electromechanical drive is stopped if the fault endures fora predetermined second time after the second drive signal has beengenerated.

In a further embodiment, the actuating device may furthermore have anoverload clutch which is arranged functionally between a drive source ofthe electric mechanical drive and an output member of theelectromechanical drive and which shuts off a transmission of driveforce from the drive source to the output member if a force acting onthe overload clutch exceeds a predetermined overload threshold value.Such an overload clutch can interrupt the force path between the movableelement and the drive source in the event of an exceptional loading, forexample resulting from an impact or jamming of the actuating device, inorder to prevent damage to the drive source or other elements of theelectromechanical drive. For example, use may be made of a slippingclutch with a defined and possibly settable overload threshold value.

In one refinement of this embodiment, provision is made whereby thefirst level of drive power is configured such that, in the event of ablockage of the movement of the output member, the force acting on theoverload clutch is greater than the overload threshold value, such thatthe drive with the first level of drive power would activate theoverload clutch, whereas the second level of drive power is configuredsuch that, in the event of a blockage of the movement of the outputmember, the force acting on the overload clutch is lower than theoverload threshold value, such that the second drive power is notsufficient to activate the overload clutch. By means of this measure, itcan be ensured that, in the event of a fault, no repeated activation ofthe overload clutch and associated generation of noise, and particularlyhigh loading of the overload clutch, occur, and nevertheless the effortsto move the actuating device are continued.

It is a third object of the invention to provide an actuating device fora bicycle, in particular for a shift arrangement for a bicycle, whichpermits more exact setting and coordination of the actuating device withrespect to the specific installation situation and/or permits acompensation of wear phenomena and in this way ensures more preciseoperation.

According to a fifth embodiment, the third object is achieved by meansof an actuating device for a bicycle, comprising a static element whichis arranged positionally fixed in relation to a bicycle frame, a movableelement which is movable in relation to the static element, an operatingdevice which permits the selection of a desired shift stage from amultiplicity of available shift stages and which is configured formoving the movable element into a shift position corresponding to theselected shift stage, and a trim device which permits an adjustment ofthe shift positions assigned to the shift stage, wherein the trim deviceis configured to, for at least two shift stages, adjust the assignedshift positions by different amounts of trim.

According to one important feature of the embodiment, the trim device isaccordingly capable of adjusting (trimming) different shift positionswith different amounts of trim, whereby the possibilities for theadaptation and readjustment of the actuating device are multiplied.Accordingly, during installation of a shift mechanism on a bicycle, notonly is positioning the actuating device in relation to the pinionassembly as a whole possible, but also, the relative positions of theindividual shift positions with respect to one another can be varied, inorder to react to manufacturing tolerances or wear. Furthermore, it isalso possible for shift inaccuracies in extreme shift stages owing tointense skew of the chain and associated axial forces on the shiftmechanism to be compensated.

The trim device may in particular have a setting means in order, for atleast two shift stages, preferably for all shift stages, to adjust theamounts of trim relative to one another. In a trim device ofparticularly simple construction, the amounts of trim of multiple shiftstages, preferably of all shift stages, may be adjusted relative to oneanother simultaneously by means of a single setting process. Forexample, the trim device may be configured to, for all shift stages of aseries of successive shift stages, adjust the respective shift positionsby in each case increasing amounts of trim, and/or, for all shift stagesfor a series of successive shift stages, adjust the respective shiftpositions by in each case decreasing amounts of trim. In this way, it ispossible in particular for common misalignments between the shiftpositions and the respective pinions to be corrected, which occur to agreater degree in the extreme shift stages (lowest or highest shiftstages). This includes in particular also the correction of shiftinaccuracies owing to intense skew of the chain, such as arises inparticular in the case of pinion assemblies with a large number ofpinions (ten or more pinions, in particular twelve pinions) and/or inthe case of short chain lengths. For the correction of intense chainskew, it may for example be advantageous if a neutral (for examplecentral) shift stage corresponding to a neutral (for example central)shift position in which no or only little chain skew occurs is assigneda predetermined first amount of trim, and if shift stages whose shiftpositions are at a progressively greater distance from the shiftposition of the neutral shift stage are assigned progressively greateramounts of trim. In other words, the amounts of trim of the shift stagesincrease in each case towards the edges, that is to say towards highshift positions and towards low shift positions. Preferably, for such aconfiguration, it is also possible to set the magnitude of this increasein each case.

It is basically proposed that the trim function according to the fifthembodiment be used both for actuating devices with an electromechanicaldrive and for actuating devices with purely mechanical function. If anelectromechanical drive is used, then amounts of trim for the individualshift stages may each be stored in a memory, in particular in the formof different trim programs as respective datasets with trim values foreach shift stage, or may be input as input values into the actuatingdevice by a user or by another appliance. In the case of a mechanicalactuating device, mechanical setting means, such as for example settingscrews, may be used in order to perform the desired adjustment of theshift positions. Here, it is envisaged in particular that the operatingdevice may have a shift control cable and a winding body for selectivelywinding up or releasing the shift control cable, wherein the windingbody has a trim element by means of which a winding contour of thewinding body is adjustable. By influencing the winding contour, it isthen possible to achieve that an adjustment of the cable strand during atrim process has an effect to different extents on different shiftpositions.

According to a sixth aspect, the above-stated third object of theinvention is achieved by means of an actuating device for a bicycle,which comprises: a static element which is arranged positionally fixedin relation to a bicycle frame, a movable element which is movable inrelation to the static element, an electromechanical drive whichprovides drive force for a movement of the movable element, anelectronic control device in which, for a multiplicity of shift stages,in each case for each shift stage, there is stored at least one shiftposition parameter which corresponds to a shift position of the movableelement in the respective shift stage, wherein the control device isconfigured to, in reaction to a shift stage selection signal whichrepresents a shift stage to be set, activate the electromechanical driveon the basis of the shift position parameter of the shift stage to beset such that the movable element reaches the shift position, whereinthe actuating device furthermore has a trim device by means of which atleast one of the shift position parameters can be changed independentlyof all of the other shift position parameters at the instigation of auser.

This actuating device also permits more exact trimming or setting of theactuating device in order to be able to react to a specific installationsituation on the bicycle or to wear phenomena, such that preciseshifting can be ensured. For this purpose, provision is made whereby, inan electronic control device, shift position parameters are stored foreach shift stage, which shift position parameters each represent shiftpositions of the movable element in the respective shift stage.According to an embodiment, the shift position parameters can be setindependently of one another, such that maximum freedom for theadaptation or the trimming of the actuating device is realized.

Preferably, in the control device, for each shift stage of themultiplicity of shift stages, there is stored in each case one standardposition parameter which corresponds to a predetermined standard shiftposition of the movable element. Therefore, in the event of anadaptation of the actuating device, corrections only need to beperformed if this is necessary for a particular shift position.Furthermore, the actuating device can be quickly reset into a standardstate. The shift position parameter may for example represent adeviation from the standard position parameter, and may then also bereferred to as trim parameter, which permits intuitive operator control.

In an embodiment, the actuating device comprises an acceleration sensorwhich provides an item of information relating to a vibration of theactuating device. A vibration of the actuating device may includeinformation regarding whether the movable element is situated in anoptimum shift position for the respective shift stage, or how great thedistance is between the present shift position and an optimum shiftposition. In general, a misalignment between the movable element and thepinion, that is to say a deviation of the shift position from an optimumshift position, may be characterized by intensified vibration or noisegeneration of the actuating device, caused by vibrations of the chain,of the actuating device and of the pinion assembly.

In a further embodiment, the actuating device may furthermore compriseprogram code which can be executed on a portable appliance, wherein theprogram code is configured to activate the portable appliance to carryout the following steps: a) receiving a user input regarding theselection of a shift stage of the multiplicity of shift stages, and b)receiving a user input regarding the setting and/or changing of theshift position parameter. In this way, the trim process can be performedusing a portable appliance, in particular a smartphone with acorresponding smartphone app. For this purpose, the user can set a validshift stage and subsequently individually change the shift positionparameters for this shift stage (change the amount of trim of the shiftstage) until an optimum shift position is attained.

According to a seventh aspect, the above-stated third object of theinvention is achieved by means of a method for setting an actuatingdevice according to any of the preceding aspects, wherein the methodcomprises the following steps: selecting a shift stage, retrieving astored shift position parameter, which is assigned to a shift positionof a movable element of the actuating device in the respective shiftstage, from a memory, changing the shift position parameter, storing thechanged shift position parameter in the memory. With this method, theactuating device can be individually adapted or trimmed for each shiftstage. Here, the method may be carried out in particular using aportable appliance, in particular a smartphone with a corresponding app.

To further support the trim function according to the method mentionedabove, provision may be made for the method to furthermore comprise thefollowing steps:

-   -   a. setting a selected shift stage by means of the actuating        device,    -   b. detecting a functional parameter of the actuating device        which represents an accuracy of the shift stage setting,    -   c. adjusting the shift position parameter such that the        functional parameter changes in the direction of an improvement        of the accuracy of the shift stage setting,    -   d. storing the shift position parameter set in step c.

The functional parameter of the actuating device that represents anaccuracy of the shift stage setting may in this case represent forexample an oscillation or vibration of the actuating device, such thatthe shift position parameter is adjusted in the direction of a reductionof the vibration.

In one refinement of the described method, the control device isconfigured to carry out an automatic setting process, wherein thefollowing steps are automatically performed in the setting process:

-   -   a. setting the actuating device into a first shift stage of a        multiplicity of shift stages,    -   b. setting the position of the movable element to a multiplicity        of positions within a predetermined interval around the shift        position of the set shift stage, and detecting a vibration of        the actuating device for each set position,    -   c. setting the shift position parameter to a value which        corresponds to the position of the movable element at which the        smallest vibration has been detected,    -   d. setting the actuating device into a further shift stage of        the multiplicity of shift stages,    -   e. repeating steps b to d until all shift stages of the        multiplicity of shift stages have been set at least once.

By means of such a method, the setting process or the trimming of theactuating device can be performed in substantially automated fashion,for example during riding, in order to offer the most realistic possibleconditions for the setting process.

A bicycle denoted generally by 10 in FIG. 1 has, in a manner known perse, a front wheel 12, a rear wheel 14 and a frame 16. The front wheel 12is mounted rotatably on lower ends of a front-wheel fork 18, which atits upper end is held rotatably on the frame 16 and bears a handlebar 20for steering the bicycle 10. The rear wheel 14 is mounted, rotatablyabout a rotary axle A, on a rear end of the frame 16.

The frame 16 furthermore bears a saddle 22 and a crank assembly withpedal cranks 24 and with a front chain wheel 26 fastened thereto. Thecrank assembly is mounted, so as to be rotatable about a pedal-crankbearing axle 28, on the frame. On the rear wheel 14, concentrically withrespect to the wheel axle, there is installed a pinion assembly 30 whichbears a multiplicity of pinions of different diameter, that is to saywith different numbers of teeth. In the exemplary embodiment, a pinionassembly with a total of eleven pinions is provided, and the front chainwheel 26 is provided as a single wheel, such that a total of elevenshift stages can be set. In this context, use may self-evidently be madeof other shift configurations, in particular also multiple chain wheels,between which shifting is possible by means of a front derailleur.

For the setting of the shift stages of the rear pinion assembly, use ismade of a rear derailleur system with a rear shift mechanism 32, whichis likewise fastened to a rear end of the frame 16 and forms part of theactuating device of the embodiment. A chain 34 runs around the pinionassembly 30 and the front chain wheel 26 and runs through the shiftmechanism 32 in order to transmit drive force from the front chain wheel26 to the pinion assembly 30 and thus to the rear wheel 14. The shiftmechanism 32 is in this case capable of adjusting the chain 34 in anaxial direction with respect to the rotary axle A of the rear wheel 14in order to selectively align the chain 34 with one of the pinions ofthe pinion assembly 30 and accordingly guide said chain onto theselected pinion.

For the setting of the shift mechanism into a desired shift stage by arider, an operator control element 36 is provided on the handlebar 20.In the exemplary embodiment illustrated, the operator control element 36transmits control commands to the controller of the shift mechanism 32wirelessly by means of a radio connection between a radio transmitterintegrated in the operator control element 36 and a radio receiverintegrated in the shift mechanism 32. However, other variants arealternatively conceivable and usable in the context of the presentembodiments in order to transmit operator control commands of the riderfrom an operator control element to the shift mechanism 32, for examplea wired transmission by means of an electrical signal line or amechanical connection by means of a shift cable.

It is also to be noted that the bicycle preferably comprises a brakesystem, for example in the form of a front disk brake 38 and/or a reardisk brake 40.

FIG. 2 shows an enlarged illustration of a rear portion of a bicycle 10in the region of the pinion assembly 30 and of the shift mechanism 32.It can be seen that the pinion assembly 30 comprises a multiplicity ofpinions, in the exemplary embodiment eleven pinions 30-1 . . . 30-11,which are stacked coaxially one on top of the other in order of size onthe rear-wheel axle A and are connected rotationally conjointly to oneanother. Here, the largest pinion 30-1 may for example have 50 teeth,whereas the smallest pinion 30-11 may for example have nine to eleventeeth. The pinions 30-1 . . . 30-11 are arranged such that the largestpinion 30-1 is situated further to the inside, that is to say closer tothe central plain of the rear wheel, whereas the smallest pinion 30-11is arranged further to the outside, that is to say further remote fromthe central plain. Below, directional terms such as “inside”, “outside”,“top”, “bottom”, “front”, “rear”, “laterally” and similar terms relateto an upright position of the bicycle 10, ready for riding, onhorizontal ground. A direction from the largest pinion 30-1 towards thesmallest pinion 30-11 is referred to as “outwards”, whereas a directionfrom the smallest pinion 30-11 towards the largest pinion 30-1 isreferred to as “inwards”.

The shift mechanism 32 comprises a static element 42, which is alsoreferred to as “B knuckle” and which has a fastening portion 43 for thefastening to the frame 16, preferably using a derailleur hanger.Furthermore, the shift mechanism 32 comprises a movable element 44,which is also referred to as “P-knuckle” and which, in a manner knownper se, bears a chain guide arrangement 46 with a lower chain guidewheel 48 and an upper chain guide wheel 50. The chain guide arrangement46 is held, rotatably about an axle B which is parallel to the axle A,on the movable element 44, and is preloaded in a backward direction,that is to say clockwise in FIG. 2, by a spring (not illustrated) inorder to hold the chain 34 under tension and in particular compensatefor the different chain running distances around the pinions 30-1 . . .30-11 of different size.

The movable element 44 is coupled movably to the static element 42 bymeans of a joint arrangement 52. The joint arrangement 52 can be clearlyseen in particular in FIGS. 3 to 5 and may, as in the exemplaryembodiment, be of parallelogram-type design. Such a joint arrangement 52comprises at least one outer pivot element, in this case an upper outerpivot element 54 o and a lower outer pivot element 54 u, and at leastone inner pivot element, in this case an upper inner pivot element 56 oand a lower inner pivot element 56 u. First ends of the upper and lowerouter pivot elements 54 o, 54 u are mounted pivotably on the staticelement 42 at a first pivot axle S1. First ends of the upper and lowerinner pivot elements 56 o, 56 u are mounted pivotably on the staticelement 42 at a second pivot axle S2 which is spaced apart from thefirst pivot axle. Second ends, situated opposite the first ends, of theupper and lower outer pivot elements 54 o, 54 u are mounted pivotably onthe movable element 44 at a third pivot axle S3. Second ends, situatedopposite the first ends, of the upper and lower inner pivot elements 56o, 56 u are mounted pivotably on the movable element 44 at a fourthpivot axle S4 which is spaced apart from the third pivot axle S3. Thepivot axes S1, S2, S3 and S4 form substantially the corner points of anarticulated parallelogram and, in this way, permit a movement of themovable element 44 and thus of the chain guide arrangement 46 in anaxial direction (parallel to the main axle A) outward and inward inorder to guide the chain 34 from one of the pinions 30-1 . . . 30-11 toanother pinion.

The movable element 44 is moved by an electromechanical drive 58 (seealso FIG. 6) which has a motor-gearing assembly accommodated in ahousing 60 and which provides force for moving the movable element at anoutput member which is coupled to the joint arrangement 52 or to themovable element 44 in movement-transmitting fashion. In the exemplaryembodiment, the output member is formed by a drive arm 62 which has astop 64 which is in abutting contact with a counterpart stop 66 (seeFIG. 5, drive arm 62 omitted here for the purposes of the illustration)of the lower inner pivot element 56 u, such that said stop is capable ofpivoting the lower inner pivot element 56 u in an outward direction andthus causing an outward movement of the movable element 44. Furthermore,the drive arm 62 is held in abutting contact with the lower inner pivotelement 56 u under the stress of a spring 68, wherein the spring 68 issupported at one side in a receptacle 70 on the drive arm 62 and at theother side on the movable element 44. The spring 68 may in particular beheld on the fourth pivot axle S4 and configured so as to preload themovable element 44 in an inward direction.

In order to shift the shift mechanism 32 in the direction of a smallerpinion, that is to say in order to move the chain guide arrangement 46in an outward direction, the electromechanical drive 58 is operated suchthat the drive arm 62 moves in an outward direction and, in so doing, bymeans of the stop 64 and the counterpart stop 66, directly concomitantlydrives the inner pivot element 56 u. In order to shift the shiftmechanism 32 from a relatively small pinion in the direction of a largerpinion, that is to say in order to move the chain guide arrangement 46in an inward direction, the electromechanical drive 58 is operated suchthat the drive arm 62 moves in an inward direction. Owing to the forceof the spring 68, the joint arrangement 52 is closed to follow thismovement of the drive arm 62, that is to say the spring 68 holds thecounterpart stop 66 of the lower inner pivot element 56 u in abuttingcontact with the stop 64 of the drive arm 62. By means of the rotationof the output element of the electromechanical drive 58 and thus thepivoting movement of the drive arm 62, it is thus possible for theposition of the chain guide arrangement 46 to be directly influenced andfor a desired shift position corresponding to a desired shift stage tobe assumed.

FIG. 7 shows that the gearing housing 60 of the electromechanical drive58 is, in the exemplary embodiment illustrated, formed from an uppergearing housing part 60 o and a lower gearing housing part 60 u, whichare fastened to one another by suitable connecting means, in this casescrew connections 63, and which in their interior define a cavity forreceiving the motor-gearing arrangement, which is to be describedfurther below. The gearing housing 60 may in turn be accommodatedbetween two housing parts of the static element, for example between anupper housing part 42 o, on which the fastening portion 43 for thefastening to the frame 16 is also arranged, and a lower housing part 42u. The upper housing part 42 o and the lower housing part 42 u may bescrewed together in order to fix the gearing housing 60 securely andwithout play in an exactly predetermined position.

Energy for operating the electromechanical drive 58 is, in the exemplaryembodiment illustrated, provided by a removable battery 64. The battery64 and gearing housing 60 are both mechanically and electrically able tobe coupled to one another and separable from one another. Mechanicalconnecting means may be formed for example by a hook 66 which engagesinto a suitable depression 68 of the battery or vice versa. Electricalconnecting means may be realized by means of suitable pins 70 andmatching apertures 72. Alternatively, a supply may be provided to theelectromechanical drive 58 by means of an energy source arranged at aremote location, which is connected to the drive 58 by means of anelectrical cable.

FIG. 13 shows an internal construction of the electromechanical drive58, in particular a motor-gearing assembly, wherein certain parts havebeen omitted in FIG. 13 for the purposes of a better illustration. Themotor-gearing assembly comprises in particular a motor 74, withelectrical connectors 76 for the application of a motor voltage, and amotor output shaft 78. The fast rotation of the electric motor 74 isconverted by means of a gearing 80 into a slow rotation of a gearingoutput shaft 82, which drives the drive arm 62 and which may inparticular be held rotationally conjointly with the drive arm.

Referring to FIGS. 9 to 12, the installation of the electric motor 74 onthe gearing housing 60, in particular on the lower gearing housing part60 u, will firstly be discussed in more detail.

In the embodiment, a motor carrier in the form of a carrier plate 84 isprovided, which, in a first step, is to be fastened to the lower gearinghousing part 60 u. Here, the carrier plate 84 is formed preferably froma metal and therefore exhibits high mechanical strength. By contrast,the gearing housing 60 is composed of a material of relatively lowweight, in particular of plastic.

The carrier plate 84 is, for secure installation on the lower gearinghousing part 60 u, at least partially embedded into the plasticsmaterial of the lower gearing housing part 60 u. The embedding of thecarrier plate 84 may be performed during the production of the lowergearing housing part 60 u, for example during an injection moldingprocess, or retroactively after the solidification of the lower gearinghousing part 60 u. Preferably, the carrier plate 84 has at least oneprojection 86 which is embedded into the plastics material of the lowergearing housing part 60 u.

To further promote a particularly intimate connection between thecarrier plate 84 and the plastics material of the lower gearing housingpart 60 u, it is furthermore possible for at least one passage openingor aperture 88 to be provided in the at least one projection 86, intowhich passage opening or aperture plastics material can at leastpartially ingress. Alternatively or in addition, use may be made ofadhesives, and the carrier plate 84 may be adhesively bonded with its atleast one projection 86 in a corresponding aperture of the lower gearinghousing part 60 u.

Irrespective of the fastening variant, an installation portion 90 of thecarrier plate 84 remains free in the installed state, and is accessiblefor the installation of the motor 74. In particular, the installationportion 90 has second fastening means 92 for the fastening of the motor74 to the carrier plate 84. In the exemplary embodiment, the secondfastening means 92 are realized by means of holes at which the motor 74can be screwed on by means of screws 94. The installation portion 90 isin this case preferably of plate-like form and, in the installed state,bears areally against a plate-like portion of the motor 74, for exampleagainst a face side of the motor 74, at which the motor output shaft 78also emerges. Reliable, stable and highly precise positioning of themotor and in particular of the motor output shaft 78 is achieved in thisway. At the same time, the installation of the motor 74 can be performedin a relatively simple installation process by way of the secondfastening means 92.

Referring to FIGS. 13 to 17, the gearing 80 will be discussed in moredetail below. Here, in the figures, certain components have again beenomitted for the purposes of the illustration. Fixedly connected to thegearing output shaft 78 is a first gearing wheel 96, which, for reasonsof space, is in the form of a segment wheel, such that it has a toothingonly over its operating angle and is cut away in other circumferentialportions. The first gearing wheel 96 is in engagement with a small wheel98 of a first stepped wheel 100. Connected rotationally conjointly tothe small wheel 98 of the first stepped wheel 100 is a large wheel 102of the first stepped wheel 100, which large wheel is in turn inengagement with a small wheel 104 of a second stepped wheel 106. A largewheel 108 of the second stepped wheel 106 is formed as a worm wheel andis in engagement with a worm 110 which is arranged rotationallyconjointly on a worm shaft 112. The axis of rotation of the firstgearing wheel 96, of the first stepped wheel 100 and of the secondstepped wheel 106 are preferably oriented parallel to one another,whereas the worm shaft 112 runs preferably at an angle of 90° withrespect to the axis of rotation of the second stepped wheel 106.

The worm shaft 112 furthermore bears a third gearing wheel 114, which isin turn in engagement with a force gearing wheel 116, which is arrangedrotationally conjointly on the motor output shaft 78. The third gearingwheel 114 is preferably larger than the fourth gearing wheel 116.

As a result, in the gearing 80 of this exemplary embodiment, the fastrotation of the gearing output shaft 78 is converted by means of thefourth gearing wheel 116, the third gearing wheel 114, the worm shaft112, the worm 110, the large wheel 108 of the second stepped wheel 106,the small wheel 104 of the second stepped wheel 106, the large wheel 102of the first stepped wheel 100, the small wheel 98 of the first steppedwheel 100 and the gearing wheel 96 into a slower rotation of the gearingoutput shaft 82. A multi-stage speed reduction is thus realized. Thestructural form of the gearing 80 is to be understood here as anexample, and use may alternatively be made of gearings with more orfewer gearing stages or with different speed reduction mechanisms, aslong as they are suitable for adequately adapting the rotational speedof the motor 74 to the desired rotational speed of the gearing outputshaft 82.

The gearing 80 may furthermore have an overload clutch 118, which may bearranged at a suitable position in the above-described force path fromthe motor output shaft 78 to the gearing output shaft 82. Accordingly,it is for example possible for the small and large wheels of the steppedwheels, which in the normal situation are connected rotationallyconjointly to one another for the purposes of transmitting rotationalforce, to be mounted so as to be rotatable relative to one another inthe case of one of the stepped wheels. In the present exemplaryembodiment, this is realized in the case of the second stepped wheel106, and the overload clutch 118 is arranged between the small wheel 104and the large wheel 108 of the second stepped wheel 106. The overloadclutch 118 may for example be in the form of a slipping clutch and mayhave a first clutch disk 120, which is fixedly connected to the smallwheel 104 of the second stepped wheel 106, and a second clutch disk 122,which is fixedly connected to the large wheel 108 of the second steppedwheel 106. The first clutch disk and the second clutch disk are infrictional engagement with one another such that they transmitrotational force if a differential torque acting between the firstclutch disk 120 and the second clutch disk 122 is lower than apredetermined overload torque, and rotate relative to one another if thedifferential torque is greater than the predetermined overload torque.The overload torque is preferably settable. It is self-evidentlypossible for the overload clutch 118 to alternatively or additionally beprovided on the first stepped wheel 100 rather than on the secondstepped wheel 106.

The gearing 80 may furthermore have a position detection mechanism 124which detects a present position or rotational position of the gearing80. In the present exemplary embodiment, the position detectionmechanism 124 detects a rotational position of the first gearing wheel96. For this purpose, the position detection mechanism 124 may have asecond gearing wheel 126, which is likewise in engagement with the firstgearing wheel 96 and secondly in turn in engagement with a fifth gearingwheel 128, which bears a position sensor 130. Preferably, the axes ofrotation of the first gearing wheel 126 and of the fifth gearing wheel128 are in turn parallel to the axis of rotation of the gearing outputshaft 82.

The position sensor 130 may also be an encoder known per se, whichmagnetically or optically interacts with a reader head (notillustrated), which is held fixedly with respect to the housing, inorder to detect the rotational position of the fifth gearing wheel 128in particular in contactless fashion. It is accordingly important forthe rotational position of the fifth gearing wheel 128 to be able to beassigned as exactly as possible to a particular rotational position ofthe first gearing wheel 96. This gives rise to the requirement to reduceany play in the transmission path from the fifth gearing wheel 128 tothe first gearing wheel 96. According to one embodiment, for thispurpose, use is made of an anti-plate mechanism, which will be discussedin more detail below with reference to FIGS. 15 and 16.

The anti-play mechanism is realized, in the exemplary embodiment, bymeans of the second gearing wheel 126, which comprises two partialwheels 132, 134 which are held coaxially with respect to one another.The two partial wheels, an upper partial wheel 132 and a lower partialwheel 134, have the same number of teeth and are both simultaneously inengagement both with the first gearing wheel 96 and with the fifthgearing wheel 128. The partial wheels 132, 134 are rotatable relative toone another about the axis of rotation of the second gearing wheel 126.

The relative rotation of the partial wheels 132, 134 is in this casepreloaded by a force which, in the present exemplary embodiment, isgenerated by an anti-plate spring 136. The anti-plate spring 136 ispreferably in the form of a torsion spring and engages with one end 138on the upper partial wheel 132, whereas its opposite end (notillustrated) engages on the lower partial wheel 134. It is preferablehere for the major part of the anti-play spring 136 to be accommodatedin space-saving fashion in a cavity 140 which is formed between theupper partial wheel 132 and the lower partial wheel 134. For thispurpose, the upper partial wheel 132 may have a first aperture 142 whichfaces towards the lower partial wheel 134 and which may be in the formof a circular or ring-shaped depression. Alternatively or in addition,the lower partial wheel 134 may have a second aperture 144 which facestowards the upper partial wheel 132 and which may be in the form of acircular and ring-shaped depression. The engagement of the end 138 ofthe spring 136 with the upper partial wheel 132 may be realized byinsertion of the end 138 into an opening 146 of the upper partial wheel132. Correspondingly, the other end (not illustrated) of the anti-playspring 136 may be held in engagement with the lower partial wheel 134.

If the second gearing wheel 126 is in engagement with the first gearingwheel 96 and with the fifth gearing wheel 128, then the flanks of thepartial wheels 132, 134 bear closely against the flanks of the toothingsof the first gearing wheel 96 and of the fifth gearing wheel 128 owingto the bracing force of the anti-play spring 136, such that play betweenthe gearing wheels is reduced.

With a further preferred feature, which is likewise illustrated in FIG.16, the anti-play mechanism of this exemplary embodiment can yet furtherreduce the play between the first gearing wheel 96 and the fifth gearingwheel 128. In FIG. 16, it can be seen that the lower partial wheel 134is held on a gearing shaft 146 of the second gearing wheel 126 with asmaller degree of play than the upper partial wheel 132. In particular,the lower partial wheel 134 may be held rotationally conjointly, orrotatably substantially without play, on the gearing shaft 146, whereasthe upper partial wheel 132 is mounted with a predetermined amount ofplay d relative to the gearing shaft 146. This may be realized by meansof a gearing shaft with different diameters in different portions,wherein the gearing shaft 146 has a smaller diameter in an upper axialportion, on which the upper partial wheel 132 is mounted, than in alower axial portion, on which the lower partial wheel 134 is mounted.Alternatively, it would conversely be possible for the gearing shaft 146to have a larger diameter in the upper axial portion than in the loweraxial portion, such that, instead of the upper partial wheel 132, thelower partial wheel 134 then has a radial degree of play on the gearingshaft 146.

In a variant which is not illustrated, it would be possible for adiameter of an upper central receiving opening 148 of the upper partialwheel 132, in which the gearing shaft 146 is received, to be larger thana diameter of a lower central receiving opening 150 of the lower partialwheel 134, at which the lower partial wheel 134 is mounted on thegearing shaft 146. Here, it is self-evidently also possible for thediameter relationships of the central openings 148, 150 to be reversed,such that, instead of the upper partial wheel 132, it is then the lowerpartial wheel 134 that has a radial degree of play on the gearing shaft146.

The result of a degree of play d of the above-described type is apredetermined radial degree of play of the upper partial wheel 132relative to the gearing shaft 146 and thus also relative to the lowerpartial wheel 134.

Here, the radial movement may likewise be preloaded by the force of theanti-play spring 136, such that the anti-play spring 136 inherently hasa dual function. By means of the additional radial play d, an evenbetter fit between the upper partial wheel 132 and the first gearingwheel 96 and also the fifth gearing wheel 128 can be achieved, resultingin an additional play reduction. It is however to be noted that it hasbeen possible to identify that, even without the additional feature of aradial degree of play of one of the two partial wheels 132, 134, a verygood and significant play reduction can be achieved already by means ofthe relative rotation of the two partial wheels 132, 134.

FIG. 17 shows the construction of the first stepped wheel 100. Accordingto one embodiment, the small wheel 98 and the large wheel 102 may eachbe formed separately from a gearing shaft 152 which forms the rotaryaxle of the first stepped wheel 100. This means that the small wheel 98has a passage opening 154, through which the gearing shaft 152 is led,and the large wheel 102 has a passage opening 156, through which thegearing shaft 152 is likewise led. The small wheel 98 and the largewheel 102 are held rotationally conjointly relative to one another andmay be produced as separate components and fastened to one another orformed as a single piece as an integral structural body. The small wheel98 and large wheel 102 are preferably held rotatably on the gearingshaft 152, such that the gearing shaft 152 can be fastened in thehousing.

The described design makes it possible for the small wheel 98 and thelarge wheel 102 to be produced from a material which differs from thematerial of the gearing shaft 152. For example, the small wheel 98 andlarge wheel 102 may be produced from a hardened steel in order totransmit high torques and in order to reduce the wear of the teeth ofthe wheels, whereas the gearing shaft 152 may be formed from anon-hardened steel in order to counteract hardening distortion of thegearing shaft 152. The features described above with regard to FIG. 17may alternatively or additionally be realized on the second steppedwheel 106 or on another stepped wheel of the gearing 80.

In the manner described above, rotational force of the motor 74 isconverted by means of the gearing 80 and the joint arrangement 52 into amovement of the movable element 44 in order to adjust the shiftmechanism 32 for the purposes of setting the desired shift stage. Theactivation of the motor 74 is performed here by an electronic controldevice 160, which can be seen schematically in FIG. 14. The electroniccontrol device 160 is connected to the electrical connectors 76 (eventhough, in FIG. 14, the electrical connectors 76 have been illustratedin the separated state, and as leading away from the electronic controldevice 160, for the purposes of the illustration) in order for a motorvoltage U to be applied to the motor 74. The operation of the electricmotor 74 may in this case be realized in a known manner, for example bymeans of PWM control (pulse width modulation control). The electroniccontrol device 160 is furthermore supplied with electrical energy fromthe battery 64 via the contacts 70, 72. Furthermore, the electroniccontrol device 160 has receiving means 162 for receiving controlcommands from the operator control element 36 or from another appliance.Here, use may basically be made of signal transmission means that areknown per se, for example a connection using an electrical cable or,preferably, wireless data transmission. In the latter case, thereceiving means 162 may comprise a radio receiver which is configured toreceive radio signals from a radio transmitter of the operator controlelement 36. In particular, use may be made here of wireless control suchas is known from US 2014/0102237 A1.

FIG. 18 shows, as a schematic block diagram, an example of an electroniccontrol device 160 of the type described above, which is implemented ona printed circuit board 164 and is electrically connected to the motor74, to the battery 64 and to the position sensor 130. The printedcircuit board 164 is preferably likewise accommodated in the gearinghousing 60. It is preferable for a CPU 166, and a memory 168 connectedto the CPU 166, to be installed on the printed circuit board 164. Theprinted circuit board 164 may furthermore bear a radio module 170, whichforms receiving means 162 of the type described above. Furthermore, theprinted circuit board 164 may bear an acceleration sensor 172 which candetect a vibration or movement of the shift mechanism 32 and transmit acorresponding signal to the CPU 166. Furthermore, a function switch 174for switching the electronic control device 160 between differentoperating modes, for resetting, for switching on and off or the like maybe attached to the printed circuit board 164. Furthermore, a displayelement, for example in the form of an LED 176, may be installed on theprinted circuit board 164 and connected to the CPU 166 in order tovisually signal operating states of the electronic control device 160.

Referring to FIG. 19, a method for controlling the actuating device 10according to the exemplary embodiment will be discussed in more detailbelow. The method may in particular be implemented by means of a programwhich is executed in the CPU 166.

In a first step S1, the radio module 170 receives a shift stageselection signal, for example the shift signal from a rider for settingthe shift mechanism into a particular shift stage Sn, selected from thenumber of available shift stages (eleven shift stages in the exemplaryembodiment). In a subsequent step S2, the electronic control device 160determines a shift position sn assigned to the shift stage Sn. For thispurpose, the CPU 166 may read out a shift table stored in the memory168, which shift table contains an assigned shift position for eachavailable shift stage.

In a subsequent step S3, the motor 74 is operated with a motor voltageU1, and then, in the step S4, the actuating device 10 detects theposition s of the movable element 44. In particular, the position s maybe determined from an output of the position sensor 130 which representsthe rotational angle position of the first gearing wheel 96. If it isidentified in step S5 that the position s of the movable element hasreached the shift position sn of the desired shift stage Sn, then instep S21, the shift process is complete. This corresponds to the case inwhich it has been possible to successfully perform the shift process.

If it is identified in step S5 that the position s of the movableelement has not yet reached the shift position sn, then it is checked instep S6 whether the gearing is rotating, which may preferably likewisebe performed by interrogation of the position sensor 130, for example byinterrogation of a change with respect to time of the output of theposition sensor 130. If the gearing is not rotating (despite the shiftposition sn having not yet been reached), then the method concludes thata fault is present (step S7), said fault being caused for example byblockage of the movable element 44, by excessive wear or the like. Bycontrast, if the gearing is still rotating (S6 YES), then the methodreturns to step S4. The steps S4 to S6 thus form a waiting loop forfault detection, in which the position s of the movable element isrepeatedly interrogated and it is determined whether the movable elementreaches the desired shift position at some point in time or whether afault occurs.

If a fault is detected, then, in the step S8, the method starts a firsttimer tz1, that is to say tz1 is set to zero. Subsequently, in the stepS9, the method detects the position s of the movable element 44 againand subsequently checks, in step S10, whether or not the shift positionsn has been reached in the intervening time. If the shift position snhas not been reached, then the method ends in step S21. If the shiftposition has not yet been reached, then it is checked again in step S11whether the gearing is presently rotating. If the gearing remains at astandstill (S11 NO), then it is checked in step S13 whether or not thetime tz1 measured by the first timer has already exceeded apredetermined first duration ΔT1. If the first duration ΔT1 has not yetbeen exceeded, then the method returns to step S9, that is to saydetects the position s of the movable element 44 again and interrogatesa rotation of the gearing, wherein the motor continues to be operatedwith the motor voltage U1. If the gearing moves again in the interveningtime (S11 YES), then in step S12, the timer tz1 is reset to zero,because the method now assumes that the fault has been eliminated and,after a certain period of time, the shift position sn is reached (S10YES).

By contrast, if it is identified in step S13 that the first duration ΔT1has been exceeded, that is to say it has not been possible tosuccessfully complete the shift process even after the expiry of a timeΔT1 after detection of the fault (S13 YES), then in a subsequent stepS14, the motor is operated with a second motor voltage U2 which is lowerthan the first motor voltage U1. In particular, the motor voltages U1and U2 are adapted to a limit voltage Uc of the overload clutch 118. Thelimit voltage Uc of the overload clutch is the voltage with which theelectric motor 74 must be operated in order, in a situation in which thegearing output shaft 82 is blocked, to just trigger the overload clutch118. This means that, in the case of the motor 74 being operated withthe limit voltage Uc and in the case of a blocked gearing output shaft82, precisely the overload torque acts at the overload clutch 118. U1 isnow selected such that U1 is greater than Uc. U2 is selected such thatU2 is less than Uc.

The method then continues to step S15, and starts a second timer tz2,that is to say sets the latter to 0. It is self-evident that the firstand the second timer merely represent processing variables and may becontrolled by a common clock generator, or may merely result fromcalculations of differences of a continuously running clock generator.

In a subsequent step S16, the position s of the movable element 44 isdetected again, whereupon it is checked in step S17 whether or not theposition s of the movable element 44 has reached the shift position sn.If the desired shift position has now been reached, then the shiftprocess has been successfully completed (S21). If the desired shiftposition sn has not been reached, then in step S18, the method againinterrogates a rotation of the gearing. If the gearing is at astandstill (S18 NO), then the method checks, in step S20, whether or notthe second timer tz2 indicates the exceedances of a second duration ΔT2.For as long as the second duration ΔT2 has not yet been exceeded (S20NO), the method returns to the step S16, such that the motor continuesto be operated with the motor voltage U2, and the position detection andthe interrogation of the gearing rotation are repeated. Here, if it isidentified in the intervening time that the gearing is rotating again(S18 YES), then in a step S19, the second timer is reset to zero,because it is assumed that the fault has been eliminated and the movableelement is moving onwards in the direction of the shift position.

If, in the case of a gearing which is at a standstill, the shiftposition has not yet been reached after the expiry of the secondduration ΔT2 (S18 NO, S20 YES), the method identifies that the shiftprocess has failed and performed fault handling in step S22. The faulthandling may include the outputting of a fault message in the form of avisual or acoustic signal, the transmission of a fault notification bythe radio module 170, or the like. The method may possibly also, afterwaiting for a further third duration ΔT3, perform another shift attempt,that is to say return to step S3. Alternatively, the method may waituntil another shift signal is transmitted by the user.

FIGS. 20a and 20b show the effect of the above-described shift method onthe basis of two time diagrams, wherein the two time axes t of FIGS. 20aand 20b have the same scales, such that FIGS. 20a and 20b can becompared with one another with respect to the time axis t.

FIG. 20a illustrates, by means of a dashed line, a normal, fault-freeshift process. After receipt of a shift signal at the time t1, themovable element 44 moves to the shift position sn corresponding to thedesired shift stage, and reaches said shift position at a time t4. Bycontrast, a solid line in FIG. 20a illustrates the case of a fault, inwhich the movement of the movable element 44 is impeded for exampleowing to external mechanical influences, wear or fouling. The movableelement then does not reach the desired shift position sn, but rather,at a time t2, remains at a shift position sf which differs from sn. Thisfault at the time t2 may be detected for example by means of the outputof the position detection element 130, which indicates that the positionof the movable element 44 is no longer changing or is no longer changingin the expected manner. As can be seen in FIG. 20b , the motor voltageU1 at the motor 74 is then maintained further for a duration ΔT1. Forthe duration ΔT1, the motor 74 bus continues to be supplied with fullpower, which may also have the effect that the overload clutch 118 istriggered if the fault endures. After the first duration ΔT1 hasexpired, the motor voltage is, at the time t3, reduced to the reducedmotor voltage U2, such that the overload clutch 118 in any case remainsengaged or is re-engaged. For the duration ΔT2, the motor 74 is thenoperated with the reduced motor voltage U2, in order to continue toattempt to attain the desired shift position sn, wherein a triggering ofthe overload clutch 118 is however then avoided. After the secondduration ΔT2 has expired, the motor voltage is, at a time t5, preferablyreset to 0, such that the motor 74 is preferably deactivated. A renewedshift attempt may then be performed for example at a time t6 if theoperator gives a new shift command or a predetermined duration ΔT3 hasexpired.

The first duration ΔT1 may lie between 5 ms and 80 ms, preferablybetween 10 ms and 40 ms, in order to reduce a repeated triggering of theoverload clutch. The second duration ΔT2 is preferably longer than thefirst duration ΔT1, and may lie between 40 ms and 500 ms, preferablybetween 60 ms and 200 ms, in order to wait a sufficient length of timefor an elimination of the fault but at the same time minimize a load onthe shift arrangement.

Below, referring to FIGS. 21 to 23, a trim device and a trim processaccording to a further embodiment will be discussed in more detail.

FIG. 21 schematically shows the running of the chain 34 between thefront chain wheel 26, the shift mechanism 32 and the rear pinionassembly 30. For the sake of clarity, in this case only five pinions30-1 to 30-5 are shown. The movable element 44 of the shift mechanism32, in particular the chain guide wheels 50, move the chain into aposition s, such that the chain is, in the ideal situation, aligned witha predetermined pinion of the pinion assembly or is it any rate situatedin an ideal position in relation to the pinion for uniform chainrunning. In the different shift stages, the shift mechanism 32 moves thechain 34 over respective pinions 30-1, 30-2, . . . and, for thispurpose, moves the movable element 44 into respective shift positionss1, s2,. . . . Each shift stage is thus assigned a shift position s1,s2,. . . . This assignment may be stored in the form of shift positionparameters in a shift table (FIG. 22), wherein the shift positionparameters may be the shift positions themselves, or may be parametersthat specify the shift positions.

The shift table may be stored in the memory 168 of the electroniccontrol device 160. The electronic control device 160 then, for thesetting of a desired shift stage Sn, determines an associated value snfrom the shift table and activates the motor 74 such that the movableelement 44 reaches the shift position sn. As can be seen in FIG. 22, theshift position sn is not stored directly in the shift table of thepresent exemplary embodiment. Instead, in the shift table, a standardposition (standard position parameter) s0_1, s0_2, . . . and an amountof trim (trim parameter) x1, x2, . . . are stored for each shift stage.The shift position sn is then obtained from the sum of standard positions0 and amount of trim x. For example, the shift position s1 of the shiftstage 1 is obtained from the sum s0_1+x1 etc. This permits a simplereset of the shift position to a basic setting or factory setting.

According to one embodiment, the entries of the shift table can bechanged by virtue of two shift position parameters of different shiftstages being changed by different amounts. In a shift table according tothe example of FIG. 22, it would for example be possible for the amountsof trim x1, x2, . . . to each be overwritten with new values, such thatat least two, preferably all, amounts of trim can be changedindependently of one another. The changes to the entries of the shifttable may in this case preferably be performed by means of wirelesslyreceived control commands, in particular by means of control commandswhich are received by the radio module 170 and transmitted to the CPU166 and to the memory 168. For this purpose, a wireless input appliance,in particular a mobile terminal, may be used. Use may particularlypreferably be made of a smartphone, tablet or similar mobile terminal,on which there is installed a predetermined program code (app) whichmakes it possible for the user to directly influence the shift table.

In particular, such program code may prompt the user to input a desiredshift stage and to input an amount of trim for said shift stage. Theprogram code may furthermore be configured to transmit instruction forsetting a particular shift stage to the electronic control device 160.Furthermore, the radio module 170 may be configured to transmit dataregarding the stored entries of the shift table to the mobile terminal.

In one convenient variant, the program code may allow a user to increaseor decrease the amount of trim x in stepwise fashion for a selectedshift stage, wherein the program code, for each set amount of trim,transmits an instruction to the electronic control device 160 to adjustthe movable element into the corresponding shift position, which isdetermined from the standard position and the amount of trim. This makesit possible for the user to trim the shift position of a particularshift stage during ongoing operation, that is to say simultaneouslycheck the uniform running of the chain and the exact alignment betweenchain guide wheels 50 and pinion 30-n. The user can then set each of theshift stages, check the shift process for the chain running and thealignment between chain guide wheels 50 and pinion 30-n, and ifnecessary individually perform an exact adaptation of the shift positionfor each shift stage.

The checking of the chain running and the optimum shift position may,according to a further advantageous feature, be assisted by means of anevaluation of the output of the acceleration sensor 172. In particular,the acceleration sensor 172 may detect a vibration and transmit a valuerepresenting the intensity or amplitude of the vibration to the CPU 166.The CPU 166 may indicate the value representing the vibration insuitable form to the user, for example by transmission of the value bymeans of the radio module 170 to a receiving unit, in particular amobile terminal, on which the value representing the vibration isdisplayed, or by corresponding activation of the LED 176, which in asimple variant could output information regarding the intensity oramplitude of the vibration by means of a particular flashing code or thelike. The user can then advantageously use a method for trimming theactuating device in which the user sets a particular shift stage S1 andsubsequently sets different amounts of trim x, such that the movableelement 44 is moved into shift positions which are situated in thevicinity of the previously input shift position, in particular of thestandard shift position S0. For each set shift position, the user candetect the magnitude of the vibration, whereupon the user can ultimatelyselect that amount of trim or that shift position in the case of whichthe vibrations were smallest. Such a setting then corresponds, as a goodapproximation, to an optimum shift position. The user can finally repeatthe process for each shift stage for which the user seeks an adaptationof the shift position.

In a particularly advantageous refinement of the trim method discussedabove using the acceleration sensor 172, a trim process for one or moreshift stages may be performed semi-automatically or fully automaticallyusing a trim program illustrated in FIG. 23. The trim program may inthis case be executed either directly on the CPU 166 or alternatively ona control unit connected to the electronic control device 160. Inparticular, the trim program may be installed on a mobile terminal, suchas a smartphone, and may transmit the individual control instructionswirelessly by means of the radio module 170 to the CPU 166.

In a first step S1 of the trim program, a shift stage Sn is selected, ora shift stage that has already been set is changed. In the subsequentstep S2, on the basis of the shift table (FIG. 22), the shift positionsn assigned to the shift stage Sn is determined (for example by additionof the standard shift position s0_n to the amount of trim xn).

In the subsequent step S3, from an interval Δs which includes the shiftposition sn (sn lies in the interval Δs), a value si is selected. Theinterval Δs is in this case preferably smaller than or equal to a meandistance between the shift positions of two adjacent shift stages. Instep S4, the movable element is subsequently moved into the position si,whereupon, in step S5, a detection of the vibration vi of the shiftmechanism 32 is performed by means of the position sensor 130.

The steps S3 to S5 are preferably repeated until a predetermined exitcondition 1 is met. Upon every repetition, a different value si isselected from the interval Δs, the movable element is moved to the newposition si, and the vibration vi is measured. The cycle is repeateduntil the exit condition 1 is met. As exit condition 1, provision may bemade for a predetermined number of different positions si to have beenassumed and tested. For example, the positions si may be selected atuniform distances from a smallest value of the interval Δs to a greatestvalue of the interval Δs, and the exit condition 1 is met when allpositions si have been assumed. Alternatively, the exceedance of apredetermined duration, or a user input, may be selected as exitcondition 1.

In the subsequent step S7, if the exit condition 1 has been met, thevibrations vi measured for the respective position si are compared withone another, and a minimum value v_min is determined. The position si atwhich the minimum value v_min occurs is, in step S8, determined as theposition with the smallest vibration s_min. Under the assumption thatthe best shift position is attained at this position, the correspondingshift position parameter in the shift table is then updated in step S9,such that then, from the shift table, the value x_min is obtained as thenew shift position sn for said shift stage Sn (for example, the amountof trim xn is set to x_min-s0_n). The shift table is thus updated andnewly described for said shift stage Sn.

The steps S1 to S9 may be performed repeatedly for multiple shift stagesSn until an exit condition 2 is met. In particular, exit condition 2 maydemand that all shift stages of the shift mechanism 32 have beenselected at least once (step S1), and thus an optimum shift positionparameter has been determined for all shift stages by means of the stepsS2 to S9. Alternatively, the exit condition 2 may interrogate the expiryof a predetermined duration or interrogate a user input. If the exitcondition 2 has been met, then the trim program ends (step S11).

FIG. 24 shows a variant of the above-described trim program according toan embodiment. In a step S′1, the trim program is started, for exampleby means of a user input by means of the function switch 174 or by meansof a start command which has been input at the mobile terminal andreceived by the radio module 170 of the electronic control device 160.Then, in step S′2, a position si within the maximum range of movement ofthe movable element 44 from s_min to s_max is selected. Theelectromechanical drive 58 then moves the movable element 44 in step S′3into the position si, whereupon, in step S′4, a vibration vi is detectedat said position si. The steps S′2 to S′4 are performed in a cycle untilan exit condition of step S′5 is met. In particular, it is envisagedhere that the movable element runs once completely through the entiremovement range from s_min to s_max, and preferably also runs through themovement range again in the opposite direction, and possibly even runscompletely through the movement range more than twice, that is to saysets all possible positions s of the movable element at least once.Accordingly, the exit condition of step S′5 interrogates whether theentire movement range of the movable element has been completely runthrough the desired number of times.

If, in particular in the case of a multiple run-through, certainpositions si are assumed multiple times, then it is advantageouslypossible for the vibrations vi respectively measured at said position sito be averaged in order, at each position si, to determine a meanvibration vim, such that the accuracy of the vibration measurement isimproved.

If the exit condition has been met (S′5 YES), the program, in step S′6,searches in the data series of the measured values of the vibration vior vim for minimum values v_min1, v_min2, . . . and, in step S′7,determines the positions s_min1, s_min2, . . . assigned to these minimumvalues. In this way, it is the intention to find, for each shift stage,exactly one position s_min for which the vibration assumes a minimum andwhich thus represents a best possible shift position. Accordingly, instep S′8, a shift table is updated such that the stored shift positionss1, s2, . . . are replaced with the new-found best shift positionss_min1, s_min2,. . . .

If, in the shift table, instead of the shift positions s1, s2, . . . ,there are stored standard positions s0_1, s0_2, . . . and associatedamounts of trim x1, x2, . . . (according to the example of FIG. 22),then it is alternatively possible, instead of the step S′8, for analignment of the standard positions s0_1, s0_2, . . . stored in theshift table with the found shift positions s_min1, s_min2, . . . to beperformed, and the amounts of trim of the shift table can be set to thevalues x1=s_min1−s0_1, x2=s_min2−s0_2,. . . .

In the subsequent step S′9, the trim program finally ends.

The above-stated variants of the trim device and of the trim method andof the trim program permit individual setting of individual amounts oftrim or individual shift positions of the respective shift stages.However, variants are also considered to be advantageous in which asingle trim process acts simultaneously on the amounts of trim of allshift stages or substantially all shift stages, albeit to differentextents. In this way, a particularly simple trim function is obtainedfor compensating misalignments between shift mechanism 32 and pinionassembly 30 which increase or decrease continuously from pinion topinion. An example of this is an adjustment of the position of themovable element 44 owing to an axial force exerted by the chain 34. Inthe case of a relatively short chain being used, this tensile forceincreases, wherein the extent of the associated misalignment betweenshift mechanism 32 and pinion assembly 30 then likewise increases withincreasing offset between pinion and front chain wheel 24, that is tosay with increasing skew of the chain 34. The electronic control device160 may be configured to change the amount of trim x1, x2, . . .simultaneously in a predetermined manner in order to compensate for theabove-describe effects of chain skew.

For example, if Sn is a neutral shift stage, in the case of which thechain skew and thus the axial force acting on the shift mechanism 32 isat its smallest, then the actuating device may advantageously beconfigured to cause the amounts of trim to increase in each case withincreasing distance of the shift positions from the shift position sn.For a particular chain length or a particular actual configuration ofthe bicycle, it is possible for predetermined sets of amounts of trimx1, x2, . . . to be stored in the memory 168 or loaded onto theelectronic control device 160 from a mobile terminal.

A trim process with such predefined sets of amounts of trim may takeplace in the step sequence illustrated in FIG. 24. The trim methodillustrated in FIG. 25 may for example be performed after the initialinstallation of a shift mechanism on a bicycle, during the course ofmaintenance work or after an exchange of components of the bicycle.

In a first step S100, the shift mechanism is set into a neutral shiftstage SN. A neutral shift stage SN is a particular shift stage, usuallya central shift stage, in which substantially no chain skew occurs, thatis to say a pinion which is arranged approximately at the same axialheight as the chain wheel. In this neutral shift stage SN, it ischecked, in step S101, whether the shift position set by the shiftmechanism is correct, that is to say whether the chain guide wheel isset at the correct axial height relative to the corresponding pinion.For this purpose, the synchronism of the chain may be checked, or avibration of the shift mechanism may be detected, as described above. Ifthere is a need for correction (step S101 NO), then a trim procedure 1(step S102) is performed, which may substantially correspond to a trimprocess known per se, for example a trim process in which all shiftpositions are changed substantially by the same amount. The trimprocedure 1 is completed when the correct shift position for the neutralshift stage SN has been attained.

Finally, in a step S103, the shift mechanism is set into an extremeshift stage, for example the highest shift stage or the lowest shiftstage (step S103). Subsequently, in step S104, it is checked againwhether the shift position of the movable element is correct, that is tosay whether the chain guide wheel is situated in the correct positionrelative to the pinion. If this is not the case (step S104 NO), then atrim procedure 2 is initiated, which operates with different amounts oftrim for the different shift positions. In particular, in the trimprocedure 2, a set of amounts of trim may be selected in which theamounts of trim are adjusted simultaneously but by different amounts.There is preferably a series of predefined sets of trim amountsavailable, which can be selectively set. The setting process may in thiscase be performed manually by a user or by means of an electroniccommand for changing the shift table. If a suitable amount of trim hasbeen found which ensures correct positioning in the selected shiftstage, then the trim method finally ends in step S106. If desired, themethod S100 to S106 may be repeated for different shift stages, inparticular different extreme shift stages, in order to find the suitableamounts of trim.

While the present invention has been described above by reference tovarious embodiments, it should be understood that many changes andmodifications can be made to the described embodiments. It is thereforeintended that the foregoing description be regarded as illustrativerather than limiting, and that it be understood that all equivalentsand/or combinations of embodiments are intended to be included in thisdescription.

We claim:
 1. An actuating device for a bicycle, comprising: a staticelement which is arranged positionally fixed in relation to a bicycleframe, a movable element which is movable in relation to the staticelement, an electromechanical drive which provides drive force for amovement of the movable element, wherein the electromechanical drive hasa motor and a gearing driven by the motor, wherein the gearing comprisesa first gearing wheel and a second gearing wheel which is in engagementwith the first gearing wheel, wherein the second gearing wheel comprisestwo partial wheels each with the same number of teeth, which partialwheels are both simultaneously in engagement with the first gearingwheel, and wherein the partial wheels are rotatable about the same axisof rotation and are preloaded relative to one another by a force in adirection of rotation about the axis of rotation.
 2. The actuatingdevice according to claim 1, characterized in that the force isgenerated by a force-generating device which is arranged functionallybetween the two partial wheels so as to be supported at one side on afirst partial wheel of the two partial wheels and supported at the otherside on a second partial wheel of the two partial wheels.
 3. Theactuating device according to claim 1, characterized in that a firstpartial wheel of the two partial wheels is mounted with a predeterminedfirst radial play relative to the axis of rotation and a second partialwheel of the two partial wheels is mounted with a predetermined secondradial play, which is smaller than the first radial play, or withoutradial play, relative to the axis of rotation.
 4. The actuating deviceaccording to claim 1, further comprising a position detection device fordetecting a present rotational position of the first gearing wheel ofthe gearing, wherein the second gearing wheel bears a sensor element ofa rotational position sensor, or the position detection device comprisesa third gearing wheel which is in engagement with the second gearingwheel, in particular with both partial wheels of the second gearingwheel, and which bears a sensor element of a rotational position sensor.5. The actuating device according to claim 1, wherein theelectromechanical drive has a motor and a gearing driven by the motorand wherein the gearing has at least one stepped tooth wheel with atleast two coaxial toothed wheels with different numbers of teeth,wherein the two toothed wheels of the stepped tooth wheel each have acentral opening into which a gearing shaft is inserted.
 6. The actuatingdevice according to claim 5, wherein the material of the gearing shafthas a lower hardness than the material of at least one of the twotoothed wheels.
 7. The actuating device according to claim 5, wherein atleast one of the two toothed wheels is held rotatably on the gearingshaft.
 8. The actuating device according to claim 5, wherein the twotoothed wheels are held rotationally conjointly relative to one anotheror are formed integrally with one another.
 9. An actuating deviceaccording to claim 1, wherein the electromechanical drive comprises ahousing and a motor fastened in the housing, and the device furtherincludes: a motor carrier, wherein the motor carrier has first fasteningmeans for the fastening of the motor carrier to the housing and hassecond fastening means which are separate from the first fastening meansand which serve for the fastening of the motor to the motor carrier. 10.The actuating device according to claim 9, wherein the motor carrier isat least partially embedded into, in particular formed into, thematerial of the housing.
 11. The actuating device according to claim 9,wherein the motor carrier is held in positively locking fashion andwithout play in a matching aperture of the housing.
 12. The actuatingdevice according to claim 9, wherein the motor carrier is fastened bymeans of a screw connection or an adhesive connection to the housing.13. The actuating device according to claim 9, wherein the housing isformed from a plastics material and the motor carrier is formedpreferably from metal.
 14. An actuating device for a bicycle,comprising: a static element which is arranged fixedly in relation to abicycle frame, a movable element which is movable in relation to thestatic element, an operating device which permits the selection of adesired shift stage from a multiplicity of available shift stages andwhich is configured for moving the movable element into a shift positioncorresponding to the selected shift stage, and a trim device whichpermits an adjustment of the shift positions assigned to the shiftstage, wherein the trim device is configured to, for at least two shiftstages, adjust the assigned shift positions by different amounts oftrim.
 15. The actuating device according to claim 14, wherein the trimdevice has a setting means in order, for at least two shift stages, toadjust the amounts of trim relative to one another.
 16. The actuatingdevice according to claim 14, wherein the trim device is configured to,for all shift stages of a series of successive shift stages, adjust therespective shift positions by in each case increasing amounts of trim,and/or, for all shift stages for a series of successive shift stages,adjust the respective shift positions by in each case decreasing amountsof trim.
 17. The actuating device according to claim 14, wherein theoperating device has a shift control cable and a winding body forselectively winding up or releasing the shift control cable, wherein thewinding body has a trim element by means of which a winding contour ofthe winding body is adjustable.
 18. An actuating device for a bicycle,the actuating device comprising: a static element which is configured tobe arranged positionaly fixed relative to a bicycle frame, a movableelement which is movable in relation to the static element, anelectromechanical drive which provides drive force for a movement of themovable element, an electronic control device in which, for amultiplicity of shift stages, in each case for each shift stage, thereis stored at least one shift position parameter which corresponds to ashift position of the movable element in the respective shift stage,wherein the control device is configured to, in reaction to a shiftstage selection signal which represents a shift stage to be set,activate the electromechanical drive on the basis of the shift positionparameter of the shift stage to be set such that the movable elementreaches the shift position, and a trim device configured such that atleast one of the shift position parameters can be changed independentlyof all of the other shift position parameters at the instigation of auser.
 19. The actuating device according to claim 18, wherein, in thecontrol device, for each shift stage of the multiplicity of shiftstages, there is stored in each case one standard position parameterwhich corresponds to a predetermined standard shift position of themovable element, wherein the shift position parameter preferablyrepresents a deviation from the standard position parameter.
 20. Theactuating device according to claim 18, further comprising anacceleration sensor which provides information relating to vibration ofthe actuating device.
 21. The actuating device according to claim 18,further comprising program code which can be executed on a portableappliance, wherein the program code is configured to activate theportable appliance to carry out the following acts: receiving a userinput regarding the selection of a shift stage of the multiplicity ofshift stages, receiving a user input regarding the setting and/orchanging of the shift position parameter.